JP2003341329A - Suspension - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make it possible to laminate and arranged a plurality of leaf springs in the vehicle width direction in practical use, and to reduce the cost of a suspension for the suspension of a vehicle. <P>SOLUTION: Two pieces of leaf springs 9 an 10 are laminated and arranged along a cross member of the vehicle in the vehicle width direction. A flat part 12 of a spacer 11 is pinched by the right and left ends of the leaf springs 9 and 10, and a protuberance 13 of the spacer 11 is engaged with the leaf spring 9 on the upper side. At the same time, a flange 16 which extends to the top and the bottom of the spacer 11 is engaged with both side surfaces of the ends of the leaf springs 9 and 10. Then, a chamfer 15 is formed on the lower surface of the spacer flat part 12. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension, and more particularly to a suspension having leaf springs arranged in the vehicle width direction.

[0002]

2. Description of the Related Art In a conventional suspension having leaf springs arranged in the vehicle width direction, a single leaf spring made of synthetic resin, for example, is arranged in the vehicle width direction as shown in Japanese Utility Model Laid-Open No. 6-79609. However, the left and right sides of the vehicle are equipped with coil springs, but when the left and right sides of the vehicle are equipped with coil springs, the cost of the coil springs does not simply increase, but there is also space for installing the left and right side coil springs of the vehicle Is required, and there is a problem that the number of steps for assembling the left and right coil springs into the vehicle is increased.

On the other hand, in order to increase the spring load of the leaf spring and omit the coil spring, when a plurality of leaf springs are simply stacked and used, the load acting on each part of the leaf spring becomes large, and Especially at both ends of the leaf spring, as a result of a relatively large positional deviation between adjacent leaf springs,
It was thought that it would be difficult to use a plurality of leaf springs in a laminated manner because the wear at that portion would be severe.

[0004]

DISCLOSURE OF THE INVENTION The present invention makes it possible to practically arrange a plurality of leaf springs in a vehicle width direction by stacking them in a vehicle suspension, and to easily reduce the cost related to the suspension. It is a thing.

[0005]

Therefore, in the suspension according to the present invention, a plurality of stacked leaf springs are arranged in the vehicle width direction and the wheel side members are connected to both ends of the suspension, respectively, and the adjacent leaf. A spacer disposed between the ends of the spring, and the spacer is configured to slide with respect to at least one of the adjacent leaf springs when the leaf spring is flexibly deformed.

That is, the spacers arranged between the end portions of the adjacent leaf springs slide against at least one of the leaf springs when the leaf springs are flexed and deformed, so that the distance between the end portions of the leaf springs is increased. Since it is possible to easily absorb the relative displacement that appears relatively large, it is practically possible to stack multiple leaf springs arranged in the vehicle width direction, and the spring load that the leaf spring can bear It can be easily increased.

[0007]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention shown in the drawings will be described below.

A cross member 1 extending in the vehicle width direction is connected to a vehicle body (not shown), one end of a suspension lower arm 2 is pivotally attached to each of the left and right ends of the cross member 1, and a suspension upper is provided via a tower member 3. One end of the arm 4 is pivotally mounted, a knuckle 5 mounted across both arms 2 and 4 is fitted with wheels (not shown), and a shock absorber 6 spans the suspension lower arm 2 and the tower member 3. Is installed.

Further, the left and right suspension lower arms 2
The hollow cover 8 is fitted and positioned in the substantially trapezoidal recesses 7 formed on the upper surface of the cross member 1.
Along with the two spring steel leaf springs 9 and 10 are stacked and arranged in the vehicle width direction, and the left and right ends of the leaf springs 9 and 10 sandwich the flat portion 12 of the synthetic resin spacer 11 such as polyacetal resin, respectively. The oblong protrusion 13 protruding upward from the flat portion 12 is fitted into and locked in the elongated hole 14 at the end portion of the leaf spring 9, so that the spacer 11 is positioned with respect to the leaf spring 9 and the hollow cover. It has been inserted in 8.

The spacer 11 is formed with a chamfer 15 that rises outward in the vehicle width direction on the lower surface on the outer side in the vehicle width direction, and is integrally formed with flanges 16 extending vertically on both side edges of the vehicle in the vehicle front-rear direction. Each flange 1
The leaf springs 6 and 6 engage with both side surfaces of the leaf springs 9 and 10 in the vehicle front-rear direction.

Further, a spacer 18 is disposed between the leaf springs 9 and 10 in the vicinity of the pivot portion 17 provided on the cross member 1, and the leaf springs 9 and 10 are arranged.
Is supported from above by the pivot part 17.

In the above-mentioned device, the leaf springs 9 and 10 are elastically bent and deformed vertically in response to the load acting in the vertical direction, and the left and right shock absorbers 6 are expanded and contracted in accordance with the vertical displacement of the vehicle body. As a result, the vehicle body is appropriately elastically suspended on the left and right wheels.

At this time, the relative displacement in the vehicle width direction between the leaf springs 9 and 10 is greatest between the left and right end portions of the leaf springs 9 and 10, but the spacer 11 is disposed between the left and right end portions. , The protrusion 1 of the spacer 11
3 engages with the long hole 14 at the end of the leaf spring 9, and the lower surface of the flat portion 12 of the spacer 11 slides on the upper surface of the end of the leaf spring 10 to easily absorb the relative displacement. Since it is possible to stack and use the leaf springs 9 and 10 arranged in the vehicle width direction, it is possible to easily increase the spring load that the leaf springs 9 and 10 can bear. Becomes

Therefore, since the coil springs conventionally required on the left and right of the vehicle can be eliminated, the cost of the coil spring can be eliminated, and at the same time, the space for installing the coil springs on the left and right of the vehicle can be reduced. Since the man-hours for assembling the coil spring to the vehicle are not required, the cost of the suspension as a whole can be significantly reduced.

The long hole 14 at the end of the leaf spring 9
Since the protrusion 13 of the spacer 11 that is locked to is an ellipse having a relatively large dimension in the vehicle width direction on which a shearing force acts, it is possible to easily increase the shear strength in the vehicle width direction. The shear stress acting on the protrusion 13 is reduced.

Further, since the chamfer 15 is formed on the lower surface of the end portion of the spacer 11 on the outer side in the vehicle width direction, the chamfer 15 which rises outward in the vehicle width direction is formed.
Even when the load acting on 10 is relatively large, it is possible to reliably reduce the surface pressure acting from the vehicle width direction outer end of the leaf spring 10 to the lower surface of the spacer 11 vehicle width direction outer end. It is possible to prevent the surface pressure acting on the lower surface of the end portion of the spacer 11 from locally increasing and easily prevent the lower surface of the end portion of the spacer 11 from being locally worn.

Moreover, the flanges 16 extending vertically are integrally formed on both side edges of the spacer 11 in the vehicle front-rear direction, and the flanges 16 engage with both side surfaces of the leaf springs 9 and 10, respectively. It is possible to reliably prevent undesired lateral deviation between 9 and 10.

In the embodiment described above, the protrusion of the spacer sandwiched between the adjacent leaf springs is engaged with the upper leaf spring, but the protrusion is projected downward to engage with the lower leaf spring. It goes without saying that the spacer may be stopped and the spacer may be configured to slide with respect to the upper leaf spring when the leaf spring is flexibly deformed.

[0019]

In the suspension according to the present invention, the spacer arranged between the end portions of the adjacent leaf springs slides on at least one of the leaf springs when the leaf springs are flexibly deformed. By doing so, it is possible to easily absorb the relative displacement that appears relatively large between the end portions of both leaf springs, so it is practically possible to stack a plurality of leaf springs arranged in the vehicle width direction. Since the spring load that can be carried by the leaf spring can be easily increased, the coil springs on the left and right sides of the vehicle, which have been conventionally required, can be eliminated, and the overall cost can be reduced.

[Brief description of drawings]

FIG. 1 is a rear view of a main part in an embodiment of the present invention.

FIG. 2 is a partially exploded perspective enlarged view of the embodiment example.

FIG. 3 is an enlarged vertical sectional view taken along the line III-III in FIG.

[Explanation of symbols]

1 cross member 9 Leaf spring 10 leaf spring 11 Spacer 13 Protrusion 14 long holes 15 chamfer 16 flange

Claims (4)

[Claims] 1. A leaf spring having a plurality of laminated layers arranged in the vehicle width direction and having wheel-side members connected to both ends thereof, and a spacer arranged between the end portions of the adjacent leaf springs. A suspension configured such that the spacer slides on at least one of the adjacent leaf springs when the leaf spring is flexibly deformed. 2. The suspension according to claim 1, wherein a protrusion is formed on the spacer in a vertical direction, and the protrusion is engaged with only one of the adjacent leaf springs. 3. The suspension according to claim 1, wherein a chamfer is formed on the lower surface of the end portion of the spacer on the outer side in the vehicle width direction so as to rise toward the outer side in the vehicle width direction. 4. The vehicle front-rear side surfaces of the leaf spring according to claim 1, wherein vertically extending flanges are integrally formed on both vehicle front-rear direction side edges of the spacer, and the flanges are adjacent to each other. Suspension engaged with each.